Source
Information:
The
information presented on this page comes from combing through
information found on the internet, especially the Classic Car
Database, How Stuff Works, Concept Carz, and Wikipedia. I also used
hard copy, Turning Wheels, Studebaker the Complete Story, and
Crestline's Studebaker Cars. When I had “Studebaker” information
I used those sources first. Any errors in the translation of the
information I used is solely mine. Some opinions, rather then fact,
most likely crept into some of the commentary.
The
Studebaker Champion is born:
When
the 1935 model year ends, Studebaker holds 1.4 percent of the U.S.
auto market, 50,000 cars. Studebaker President Paul G. Hoffman would
tell the board that Studebaker needs at least a four percent market
share (roughly125,000 vehicles per year) to survive and that he did
not believe real market share increases could be had within
Studebaker's current product line. Studebaker will need some share
of the low-price market.
In
early 1935, Hoffman gathered the engineering staff. Most had been
involved in someway with Studebaker's previous two ventures into the
low-price market. To avoid the mistakes of the Erskine and Rockne
failures, Hoffman commissions a survey by marketing research firm
“Facts, Inc.,” to identify what people did and did not want in
their automobile. Over 5,000 respondents, preferred a full-size car,
with a minimum of six cylinders, a comfortable ride, operating
economy, and at a cost of $600 to $800. Near everyone surveyed said
fuel economy was their greatest concern and the most disappointing
feature of their current automobile. No wonder, the average
automobile of the time was achieving only 13.6 mpg. Hoffman, knew
the low-priced-three were sharing designs and components with their
medium-priced lines. That meant large and heavy engines, a chassis
to match, and a reduction in operating efficiency. With a smaller,
lighter engine in a light weight car, maybe Studebaker maybe could
carve a niche in the low-price market.
So
Hoffman tapped chief engineer Roy E. Cole for the engine design. Cole hand-picked engineers1 and moved the design group to
Detroit, into the old EMF building, to avoid distractions from anyone
not directly involved in the project. The team was given “clean
sheet of paper” opportunity, free from designing an engine with
room to grow. Cole's engine team, was headed by Eugene Hardig. They
created a flathead six, (164.3 cid) that only weighed 455 pounds,
including transmission, 155 pounds lighter than a comparable “Big
Three” engine, yielding only six less horsepower. Bore and stroke
measured 3.00 x 3 7/8 inches. Compression ratio was set at 6.25:1. The crankshaft had integral balance weights, running in four main
bearings of 2.29-inch diameter, 10-42 percent more bearing surface
area per cubic inch than competitive engines. Crank rigidity
eliminates the need for weighty vibration dampers and all main and
connecting-rod bearings were interchangeable steel-back Babbitt-lined
types. In fact, this engine would persist in South Bend with only
minor variations through the 1960 model year, after which Studebaker
gave it an overhead-valve cylinder head. (See Studebaker Engine
History on this site for more information).
With
the engine designed, Studebaker could build an automobile around it. Step one would be to purchase eight low-priced cars, four US and four
Europe. They were disassembled, the parts weighted , and the designs
studied to determine where weight reductions and strength adds could
be had. The result, a new chassis, with straight cross members, in
the usual "X," and fully boxed at the center, unusually
deep at 7.9 inches. Stiffer and stronger (per pound) than any
previous frame design, and 30-percent lighter than the competitors. Wheelbase is 110 inches, just two inches less than the 1939 Ford and
Chevy. Front suspension, an improved lighter version of the "Planar"
independent system, introduced with Studebaker's 1935 models. Transverse semi-elliptic spring with 11 leaves clamped to the box
section of the front frame cross member. Shocks, medaille
double-action hydraulic units front and rear. Steering, Ross
twin-lever gear with variable ratio (19.5 to 24:1). A 17-inch
steering wheel enhanced handling ease, as did needle bearing in the
knuckle pins. A lighter engine, allows 46 pounds to be trimmed from
the suspension, wheels, and steering. The frame weighed 68 pounds
less than the competition and the rear axle assembly was lighter by
33 pounds. In all, 357 pounds reduction on the rolling chassis and
drive line, including some 80 pounds in unsprung weight. Supposedly,
every pound of unsprung weight equals five pounds of sprung weight,
so that 80-pound reduction actually amounted to about 400
pounds so far as ride was concerned.
Studebaker
had started to use the services of Loewy and Associates in 1936 and
they are selected for the Champion body design. Loewy, tended to
function more as a "front man" with Studebaker and is often
credited with work not solely his own. Most of the actual work was
done by talented subordinates. The Champion would be penned by Clare
Hodgman. Being the firm's first Studebaker commission, Hodgman would
work from New York. The success of this project would led Loewy to
eventually set up a special studio in South Bend. Chassis and engine
work is nearly complete when Hodgman gets the assignment, so he has
all the information he needs. Studebaker wants a conservative,
"lightweight" design. Hodgman creates an attractive,
contemporary body, with several features not found on other
low-priced cars. He omitted running boards (first low-priced car
with this feature) and used concealed door and trunk hinges. The
interior was designed for installation of the "Climatizer,"
that unit puts the heating unit below the driver's seat, so as to not
to reduce leg room. The complete body, including fenders and all
hardware, ends up 125 pounds lighter than the competition's, yet
looked just as substantial.
To build
the new car, Studebaker installed more than $3 million worth of new
equipment and tooling during 1938. Engineers were testing four
prototypes built with older-model Studebaker bodies. Each was driven
over 100,000 miles at the proving grounds and on highways before
being disassembled and checked for wear and damage. This search for
"bugs" took time, combine that with plant retooling and the
new car's introduction moves from fall 1938 to April 1939. However,
that actually worked in Studebaker's favor, as dealer used-car
inventories were now exceptionally low and the new model would not
have to share the spotlight with earlier 1939 Studebaker's.
Initially,
the car remained nameless, referred to inside the company as the
"X-model." We do know that the name "Champion"
wasn't decided upon until mid-January of 1939. Champion had been
seen in Studebaker advertising since 1928. The 1935 catalog was
titled "Studebaker Champions." However the last-minute
selection left no time to register "Champion" as a
trademark and name wouldn't appear on the cars themselves until the
1941. Three Champions were assembled on January 30,1939, followed by
a single car on February 8th, 23 on the 9th,
and finally 24 on the 10th. All were four-door sedans
painted Morocco Gray. The production line was then shut down and
everyone in engineering was given a car to drive at least 10,000
miles. Among them was Ray Sharp, Ray recalled driving his
Champ to Omaha, Nebraska, and returning in a blizzard (which likely
explains why he still remembers how well the Climatizer worked). Sharp and other staff had nothing but praise for the new car. With
this one last seal of approval, chief engineer Cole gave the go-ahead
for full production.
Footnote1
In addition to Cole and Hardig, the following engineering staff was
involved. William S. James (Chief Engineer), S. W. Sparrow (Research
Engineer), and J. R. Hughes (Body Engineer). Source: Studebaker The
Complete Story (Cannon & Fox).
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